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C. E. EGGETT AND D. YOUNG.

EXPLOSIVE ENGINE.

APPLICATION FILED SEPT. 30. 1913.

HENEWED NOV. 6.1918.

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EXPLOSIVE ENGINE.

APPLICATION FILED SEPT.30.1913. RENEWED NOV. 6.1918.

Patented July 8, 1919.

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C. E. EGGETT AND D. YOUNG.

EXPLOSIVE ENGINE.

APPLICATION FILED sEPLao. 1913. RENEWED Nov.5.191a.

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C. E. EGGETT AND D. YOUNG.

EXPLOSIVE ENGINE.

APPLICATION FILED suman. 1913. RENEWED Nov. e, ma.

l ,309,279. Patented July 8, 1919.

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STATES PATENT FFICE@ CHARLES E. EGGETT AND DANIEL YOUNG, 0F NEW YORK, N. Y.

EXLOSVE-ENGINE,

Speocaton of Letters Patent.

Patented July S, 1919.

application filed September 30, 1913, Serial No. 792,546. Renewed November 6, 1918. Serial No. 261,414.

To all whom t may concern:

Be it known that we, CHARLES E. Esonrr and DANIEL YOUNG, both subjects of the King of Great Britain, and residents. of New York city, in the county of New York and State of New York, have invented certain new and useful Improvements in EX- plosive-Engines, of which the following is a specification.

This invention relates to improvements in gas engines, and more particularly to the style of engine used in automobiles, motor boats, aeroplanes, etc., but is especially adapted to places where power is required for work which varies during the different hours of the day.

The principal objects are the saving of fuel in operating the engine, and to provide an engine of this character which can be conveniently operated, and provided with a simple means whereby the amount of fuel fed 'to the engine can be decreased when the full power is not required.

A further object of this invention is to provide an engine of this character which can be run with six cylinders, and to provide a simple means for cutting out two or more cylinders without stopping the engine, or when running with two cylinders to throw into operation two or more cylinders to operate in conjunction with the two previvously operating, and without stopping the engine.

1n the accompanying drawings showing` one embodiment of our invention, Figure 1 is a side elevation of a six cylinder gas engine, partly broken away in more or less degree at various points, Fig., 2 is an end view of the engine; Fig. 3 is a diagrammatic view showing the cycles for a six cylinder engine, and illustrating the firing order and the cam action; Fig. 4 is a view similar to Fig. 3 but for four cylinders; Fig. 5 is a detail of the operating lever; and Fig. 6 is a view similar to Fig. 1 but showing a modification.

Referring now to Figs. 1 and 2 a six cylinder engine is shown; but more cylinders could be used and operated in the same way by eXtra clutches. twill he noted that the dierence between this engine and the regular engine of this character, are that instead of having a single crank shaft for the six cylinders and which is connected direct to the mechanism to he driven, three independent crank shafts are provided, 10, 11 and 12, cach of which may 'be connected to the mechanism to be driven, by a shaft 14, which may have a. part of a friction clutch 15 to connect it tothe shaft 16 of any mechanism. rEhe above connections are made in the following manner. Each of the crank shafts 10, 11 and 12 are provided with gears 17, 18 and 19, which are keyed or otherwise secured thereto. The shafts 10, 11, 12 and 14 are carried in suitable bearings 2O formed upon the parting line of the crank case. In bearings 21 of the crank case we provide an auxiliary shaft 22, and mounted thereon are two gears 23 and 24, free to run or stand still as regards the action of the shaft.

These two gears 23 and 24 are always in mesh with gears 18 and 19 and when the cylinders, numbered 1, 2, 3, and 4, are in operation, the gears 23 and 24 are locked to the shaft 22, by locking devices 25 and 26 which are slidably mounted on the shaft 22 and held in position by splines 28 and 27. Each gear 23 and 24 is provided with a single hole or notch 29 into which slips the stud 30 of the locking device.

The shaft 22 is further provided with a gear 31 (which may run free if an accident happens to either of the cylinders 5 o-r 6 or any of the parte). The gear 31 is connected to the shaft 22 by a large collar 32 which is keyed to the shaft and the screws 33 connect the collar 32 and gear 31; the gear 31 being always in mesh with the gear 17.

The rear end of the shaft 22 is provided with a gear 34 which is keyed thereto and this gear is always in mesh with the gear 35 which is keyed to the shaft 14 and to which is fastened the friction clutch 15.

Mounted slidable on the front end of a cam shaft 46 is a gear 36 having a key 37 which allows the cam shaft 46 to slide freely by having long keyway 38, the hearing 39 of the casing 40 preventing the gear from moving in either direction. The gear 36 meshes with an idle gear 41 which meshes with a gear 42 (that is the same as the gear 36) which is mounted on the end of the shaft 22.

The cam shaft is provided with a series of cams 47, 48 and 49, for each pair of cylinders, the cams 47 being shortest in length, the cams 48 being twice the length of the cams 47 and the cams 49 three times the length of the-cams 47. The earns 47 and 48 are provided with ends 50 so that when the cam shaft is drawn backward and the cams should be in line with any of the rollers of the valve rods, the face 50 will force the rollers up and allow the cams to assume their proper position. I

Mounted slidably in the lower part of the crank casing is a shifting rod 51, and secured thereto at the front end is a collar 52 having trunnions 53 which work in slots 54 in the bifurcated end of a lever 55, that is pivoted on a shaft 62, mounted in the crank casing. The upper end of lever 55 is also bifurcated and provided with slots in which work the trunnions 57 of the collar 56 that is held in place by a plate 60, which helps to form the raceway 61 in the locking device 26.

The lever 63 mounted upon the shaft 64 is the same in detail as the lever 55, except that the collar 65 slides on the rod 51 and is operated in one direction by the collar 67, and the collar 68 in the other direction, and is provided with a spring 82 .to overcome the friction of the rod in the collar.

lithin the crank casing the rod 51 is provided with a stop collar 66 which limits its movement in one direction, and the collar 52 limits it in the other direction.

|The rod 51 is further provided with a collar 67 which is outside of the crank casing, and is provided with trunnions which work in the slots of the bifurcated lever 68, that is pivoted to an ear or lug 69 on the crank casing. The short end 70 of the lever 68 is also bifurcated and straddles the collar 71 of the cam shaft 46. The collar 71 is provided with trunnions 72 which work in the slots 73 of the lever 68. The collar 71 is held in position by the collars 74 and 75 secured to the cam shaft.

The rod 51 is connected to a pivoted lever 76 (see F 5) which is provided with a notched segment 77, and has a spring clutch 78 for locking the lever in various positions.

rlhe operation of this device is very simple; with the lever 76 set in the first notch 79 of the segment 77, all six of the cylinders are working and transmit 'their power through the gears 19-24-18-'23-17-31 to the auxiliary shaft 22, and then through the gears 34 and 35 to the shaft 14 and the friction clutch 15 to the shaft 16. The engine will be running the same as any ordinary six cylinder gas engine as clearly shown by the diagram Fig. 3; which does not need further explanation, except to state that F indicates firing; S means suction; C is for compression; E for exhaust; V indicates valves, and V. S. means valve stems.

In order to cut out the irst pair of cylinders 1 and 2, all that is necessary is to push the lever 76 forward after releasing the clutch 7 8 and lock it inthe second.l notch 80; this movement draws the rod 51 back, and thus swings the lever 55 on its pivot, and through means of the collar 56 slides the loc-king device 26 on the shaft 22, which disengages the stud from the gear 24, thus allowing the engine to stop and the shaft 22 to freely revolve in the gear 24.

Simultaneously with the drawing out of the stud 30, the lever 68 swings on its pivot and shifts the cam shaft forward suflicient to throw the cams 47 out of alinement with the valve rollers and stems of the cylinders, thus cutting ed the lgas supply for these cylinders, and preventing the unnecessary noise of these .falve stems and valves. The spring 82 has prevented the stud 30 of the locking device 25 of the gear 23 from being withdrawn, and collar 68 upon the rod 51 has moved up into contact with the collar 65 of the lever 63.

N ow, in order to throw out the second set of cylinders 3 and 4, from operation, it is simply necessary to push the lever 76 forward to the third notch 81 and this makes a further movement of the rod 51, and the cam shaft as already described, and the stud 30 will be drawn from the gear 23 and the cams 48 will be thrown out of alinement with their respective valve stem rollers, and the cylinders 3 and 4 will cease to operate.

`With the cylinders 1 and 2 inoperative, the action of the engine will be as illustrated in F ig. 4; and with the cylinders 1, 2, 3 and 4 inoperative, the action of the engine is the same as any two cylinder engine.

In order to reconnect and start the idle cylinders it is only necessary to simply move the lever 76 back to the notch 80, which pushes the rod 51 forward which allows the spring 82 to force the stud 30 into the gear 23, as the stud revolves into line with the hole or notch 29, the backward movement of the collar 68 permitting this movement, and at the same time the cam shaft in ves backward and throws the cams 48 into line with their valve rollers and the cylinders 3 and 4 will be put into operation.

.3y this movement the locking device 26 has moved up almost to the gear 24, and upon further backward movement of the lever 7 6, the stud 3G of the locking device 26 of the gear 24 will be moved into the hole or notch 29, as described for the gear 23, and the cams 47 brought into alinenient with their valve stems, and the cylinders 1 and 2 will operate. rihe collar 67 insures that the stud 30 will move into the gear 23 in case the spring 82 fails to act.

It will be understood that the gears 17 and 31 always hold the shaft 22 in proper timing relation with the crank shaft 10 of the cylinders 5 and 6, and the gears 36, 41 and 42 always keep the cam shaft 46 and the shaft 22 in time with each other; and they are run at half speed. or time to the shaft, and

with the locking devices 25 and 26 splined to the shaft 22; and with only one notch or hole in each gear 28 and 24, the proper engagement of the differentv cylinders .is assured, for the stud of each gear only passes the hole 29 of its gear once in a complete revolution or cycle, and at the proper time for the cams of the valves of its cylinders and the adjacent cylinders. Hence, it will be understood that it is impossible to engage the stud or notch of a pair of cylinders at the wrong time.

1n case of accident to any of the cylinders that will render them inoperative, they may be disconnected from the other cylinders in the following manner cylinders 1 and 2 in the manner already described; for cylinders 3 and 4, by loosening the set screw 88 of the collar 67 and moving the collar backward on the rod 51, then .unscrew the set screw 811 and move the collars and 68 backward until the stud 30 is fully withdrawn from the gear 28; for cylinders 5 and 6, simply remove the screws 38 from the gear 31 and collar 82. By the foregoing it will be seen that any pair of cylinders may be disconnccted without interfering with the operation of the other cylinders.

In the modification shown in Fig. 6 we provide an engine composed of three sets of cylinders, two cylinders in each set, and any set of cylinders can be connected or disconnected with the driving shaft during the running of the engine, without in any way interfering with the operation of the engine. 1n this modification we provide three independent crank shafts 85, 86 and 87, to which are keyed gears 88, 89 and 90 respectively. These gears mesh with gears 91, 92 and 93 respectively fast to independent cam shafts 94, 95 and 96 supported in bearings 97 in the crank case.

rlhe gears 88, 89 and 90 are also in mesh with gears 98, 99 and 100, which revolve loosely on the auxiliary shaft 101 when desired. r1`he latter gears are provided with locking members or clutches 102, 103 and 104, that are operated by levers 105, 106 and 107 respectively, similar to the clutches and levers previously set forth. Each of the levers 105, 106 and 107 is provided with independent operating rods 108, 109 and 110, that are supported in bearings 111 formed in that carries a friction clutch 115 connecting the engine to the mechanism to be driven.

1t will be understood from this description that any set or pair of cylinders may be thrown into or ont of operation by simply actuating one of the operating rods or levers; so that any of the three sets of cylinders can be connected with the operating shaft, or any two of the three sets as desired.

Having thus described our invention, what We claim is 1. The combination of a series of sets of cylinders and pistons operating therein, crank shafts for the pistons that are independent in the sets, a driving shaft, clutch devices arranged to connect the crank shafts with the driving shaft at will, a single cam shaft common to all of the cylinders, valve devices for the cylinders controlled by said cam shaft, and connections between said clutches and the cam shaft whereby the operation of the diferent clutches will vary the position of the cam shaft to disable the valves in the cylinder set or sets wherein the clutch is disconnected.

2. The combination of a series of sets of cylinders and pistons therefor, crank shafts for the pistons that are independent in the several sets, a driving shaft, and clutch devices arranged to connect the driving shaft with the crank shafts whereby in one position of the clutch device all of the crank shafts are in connection with the driving shaft in a second position one of the crank shafts, disconnected with the driving shaft and in a third position of the clutch devices two of the crank shafts are disconnected with the driving shaft.

Signed at New York city, in the county of New `York and State of New York, this 26th day of September, A. D. 1913.

CEARLES E. EGGETT. DANLEL YGNG.

Witnesses CAnLn'roN L. li/ONTANYE, BL. A. Ennsnn.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Eatents. Washington, E. 

